Method and system for providing aeronautical communication services

ABSTRACT

Aeronautical communication services is disclosed. For example, an aeronautical vehicle for use in a first aeronautical communication system to allow communication to and from a land-based station is disclosed, wherein the land-based station transmits communications using a first low frequency band and receives communications using a second low frequency band in accordance with a second aeronautical communication system. In the first aeronautical communication system, the aeronautical vehicle transmits communications using the first low frequency band and receives communications using the second low frequency band.

CLAIM OF PRIORITY UNDER 35 U.S.C. §119

The present Application for Patent claims priority to ProvisionalApplication No. 60/657,827 entitled “METHOD AND SYSTEM FOR PROVIDINGAERONAUTICAL TELECOMMUNICATION SERVICES” filed Mar. 1, 2005, andProvisional Application No. 60/684,777 entitled “METHOD AND SYSTEM FORPROVIDING AERONAUTICAL COMMUNICATION SERVICES” filed May 25, 2005, andassigned to the assignee hereof and hereby expressly incorporated byreference herein.

BACKGROUND

1. Field

The present disclosure relates generally to aeronautical communicationservices, and more specifically, to methods and systems for providingaeronautical communication services via efficient management offrequency band.

2. Background

The demand for aeronautical broadband communications is on the rise.Such increase in demand is attributed to deployment of applications orservices which require aeronautical broadband communications.Applications range from in-flight entertainment, telemedicine, flightsecurity, and flight logistics and maintenance. For example, byproviding such applications on an aircraft, air travel can be made moreproductive, pleasant and secure. However, the cost of making suchapplications available on aeronautical vehicles such as aircrafts issubstantial. Therefore, most airlines and the aircraft industry arelooking for ways to provide such applications or services aseconomically as possible.

One of the key issues in the design of aeronautical broadbandcommunications system is the availability of frequency spectrum.Available spectrum in the low frequencies is scarce crowded, as most ofthat spectrum is already occupied or used by existing services. One suchservice which occupies the spectrum in the low frequency range of below3 GHz is the Mobile Satellite Service (MSS).

Due to this restricted bandwidth availability at low frequency andincreasing data rate requirements, broadband aeronautical services aretherefore generally operated at high frequencies such as the Ka or Kubands. Operating at such high frequencies, however, has a number ofdisadvantages including, for example, higher power requirements andresulting costs.

Hence, it would be desirable to have more efficient methods and systemsfor managing frequency bands in order to provide aeronauticalcommunication services in the low frequency spectrum.

SUMMARY

The techniques disclosed herein address at least the above stated needs.In one aspect, an apparatus disclosed for an aeronautical vehicle in afirst aeronautical communication system to allow communication to andfrom a land-based station, wherein the land-based station transmitscommunications using a first low frequency band and receivescommunications using a second low frequency band in accordance with asecond aeronautical communication system. The apparatus comprises atransmitting unit configured to transmit communications using the firstlow frequency band; and a receiving unit configured to receivecommunications using the second low frequency band.

In another aspect, an aeronautical vehicle is disclosed for use in afirst aeronautical communication system to allow communication to andfrom a land-based station, wherein the land-based station transmitscommunications using a first low frequency band and receivescommunications using a second low frequency band in accordance with asecond aeronautical communication system. The aeronautical vehiclecomprises a transmitting unit configured to transmit communicationsusing the first low frequency band; and a receiving unit configured toreceive communications using the second low frequency band.

In still another aspect, a method and processor are disclosed for use inan aeronautical vehicle in a first aeronautical communication system toallow communication to and from a land-based station, wherein theland-based station transmits communications using a first low frequencyband and receives communications using a second low frequency band inaccordance with a second aeronautical communication system. The methodcomprises transmitting communications using the first low frequencyband; and receiving communications using the second low frequency band.The processor is configured to control transmission of communicationsusing the first low frequency band; and reception of communicationsusing the second low frequency band.

The apparatus, aeronautical vehicle, method and/or processor may furthercomprise an antenna coupled to the transmitting unit and the receivingunit, and configured to allow transmission and reception ofcommunications; wherein the antenna is positioned at the bottom of theaeronautical vehicle. The antenna may be positioned at a fuselage of theaeronautical vehicle. Also, the communications may be transmitted usinga frequency band of a L-band. The communications may be received using afrequency band of a S-band.

In a further aspect, a land-based station is disclosed in a firstaeronautical communication system to allow communication to and from anaeronautical vehicle, wherein the aeronautical vehicle receivescommunications using a first low frequency band and transmitscommunications using a second low frequency band in accordance with asecond aeronautical communication system. The land-based stationcomprises a receiving unit configured to receive communications using afirst low frequency band; and a transmitting unit configured to transmitcommunications using a second low frequency band.

In still a further aspect, a method and processor are disclosed for usein a land-based station in a first aeronautical communication system toallow communication to and from an aeronautical vehicle, wherein theaeronautical vehicle receives communications using a first low frequencyband and transmits communications using a second low frequency band inaccordance with a second aeronautical communication system. The methodcomprises receiving communications using a first low frequency band; andtransmitting communications using a second low frequency band. Theprocessor is configured to control reception of communications using afirst low frequency band; and transmission of communications using asecond low frequency band.

The land-based station, method and/or processor may further comprise oneor more aspects of an antenna configured to transmit and receivecommunications, wherein the antenna is aimed skyward; the antenna ispositioned on top of the land-based station; the antenna is designed tominimize interference to the second aeronautical communication system;and the antenna is designed to generate a narrow directional beam. Theantenna may also be a smart antenna system configured to generate thenarrow beam antennas for tracking aeronautical vehicles. Also, thecommunications may be received using a frequency band of a L-band. Thecommunications may be transmitted using a frequency band of a S-band.

BRIEF DESCRIPTION OF THE DRAWINGS

Aspects of the present invention are illustrated by way of example, andnot by way of limitation, in the accompanying drawings, wherein:

FIG. 1 is a simplified schematic block diagram illustrating a systemthat can be used to provide aeronautical communication servicesaccording to the present disclosure;

FIG. 2 is a simplified schematic block diagram illustrating an exampleof a land-based station;

FIG. 3 is a simplified schematic block diagram illustrating howaeronautical communication services can be provided from an aircraftaccording to the present disclosure;

FIG. 4 is an example method of aeronautical communication; and

FIG. 5 is another example method of aeronautical communication.

DETAILED DESCRIPTION

The detailed description set forth below in connection with the appendeddrawings is intended as a description of various embodiments of thepresent invention and is not intended to represent the only embodimentsin which the present invention may be practiced. The detaileddescription includes specific details for the purpose of providing athorough understanding of the present invention. However, it will beapparent to those skilled in the art that the present invention may bepracticed without these specific details. In some instances, well-knownstructures and components are shown in block diagram form in order toavoid obscuring the concepts of the present invention.

FIG. 1 illustrates a system 100 that can be used to provide aeronauticalcommunication services. The system 100 may include a first subsystem 102and a second subsystem 104. The first subsystem 102 may include a mobilesatellite service (MSS) system having a MSS satellite 106 and a MSSphone 108. Generally, the MSS uses a network of communicationssatellites to provide service to mobile phones. It provides a number ofdifferent satellite services including, for example, satellite phoneservice. In the MSS system, the MSS satellite 106 and the MSS phone 108communicate with each other according to a frequency band or frequencyplan which utilizes the S-band and the L-band. More specifically, theuplink from the MSS phone 108 to the MSS satellite 106 uses the L-bandand the downlink from the MSS satellite 106 to the MSS phone 108 usesthe S-band.

MSS is a well known satellite communications system and further detailswill not be described. It should also be noted that the MSS system isused herein for illustrative purposes. Accordingly, a person of ordinaryskill in the art will appreciate other types of communication systemsthat can be used as the first subsystem according to the presentdisclosure. Moreover, for purposes of explanation, the second subsystem104 will be described with reference to an aircraft. However, one ofordinary skilled in the art would appreciate that other types ofaeronautical vehicles can be applied in the second subsystem 104.

The second subsystem 104 may include an aeronautical vehicle such as anaircraft 110 and a land-based station 112. The aircraft 110 may includean antenna 114 located thereon to facilitate communications with theland-based station 112. The antenna 114 may be situated at variouslocations. For example, FIG. 1 shows the antenna 114 positioned at thebottom of the aircraft 110. The antenna 114 may be positioned at thebottom of the fuselage of the aircraft 110. The antenna 114 isstrategically located on the aircraft 110 so as to minimize theinterference with the first subsystem 102. In addition to the location,the antenna pattern, height and power level may be selected to minimizethe interference with the first subsystem 102. Based on the disclosureand teachings provided herein, a person of ordinary skill in the artwill know how to position the antenna 114 on the aircraft 110 tominimize interference.

The land-based station 112 may also include an antenna 120. FIG. 2illustrates an example land-based station 112 including an antenna 120and a communications system 122 to allow communication to and from anaeronautical vehicle such as the aircraft 110, wherein the aeronauticalvehicle receives communications using a first low frequency band andtransmits communications using a second low frequency band in accordancewith a second aeronautical communication system. The communicationssystem 122 may include a receiving unit configured to transmitcommunications using a first low frequency band and a transmitting unitconfigured to receive communications using a second low frequency band.

In the example land-based station 200, the second aeronauticalcommunication system is assumed to be the MSS system, for purposes ofexplanation. Accordingly, the first low frequency band would be theL-band and the second low frequency band would be the S-band, and FIG. 2shows the communications system 122 including a L-band receiver 124 anda S-band transmitter 126. The land-based station 112 may include othertypes of communication stations and/or entities that are capable oftransmitting and receiving signals. For fixed land-based stations, thelocation of the land-based station 112 is selected to minimize theinterference to the subsystem 102. Similarly, the pattern, height andthe power level of the antenna 120 is selected to minimize theinterference to the subsystem 102.

Based on the disclosure and teachings provided herein, a person ofordinary skill in the art will appreciate how to employ variouscomponents and/or devices to implement the second subsystem 104according to the present disclosure.

FIG. 3 illustrates a module 200 that can be used to provide aeronauticalcommunication services on the aircraft 110. The module 200 may besituated anywhere on the aircraft 110. The module 200 may be separatelyimplemented and later integrated into the aircraft. The module may alsobe implemented into the aircraft 100. Moreover, the module 200 can beindependent or integrated into the aircraft control system (not shown)or other parts of the aircraft 100.

The module 200 may include an application interface 204, an applicationservices module 206, a processor 208, and a transceiver 210 to allowcommunication to and from a land-based station, wherein the land-basedstation transmits communications using a first low frequency band andreceives communications using a second low frequency band in accordancewith a second aeronautical communication system. The transceiver 210 mayinclude a transmitting unit configured to transmit communications usinga first low frequency band and a receiving unit configured to receivecommunications using a second low frequency band. In the example module200, the second aeronautical communication system is assumed to be theMSS system, for purposes of explanation. Accordingly, the first lowfrequency band would be the L-band and the second low frequency bandwould be the S-band, and FIG. 3 shows the transceiver including a L-bandtransmitter 214 and a S-band receiver 216.

The module 200 may be coupled to the antenna 114 to facilitatecommunications with the land-based station 112. The antenna 114 may bepart of the module 200 or, alternatively, coupled to the module 200 viaa wired or wireless connection (not shown). The module 200 may furtherinterface with an application device 202 to allow application servicesto be provided to a user of the application device 202, as will befurther described below. The application device 202 may include a mobilephone, a personal digital assistant, other types of electronic devicesor a combination thereof.

A variety of aeronautical communication application services may beprovided. Some application services may be consumer/passenger-orientedincluding, for example, phone service and data communications. Otherapplication services 118 may include services that are used to operateand provide in-flight guidance and maintenance for the aircraft 110. Theapplication device 202 may interact with the application services module206 via the application interface 204 to obtain the desired applicationservice. The application device 202 may interact with the applicationinterface 204 via a wired or wireless connection. The processor 208 mayinteract with the application service module 206 and provide the desiredapplication service. For example, the processor 208 may generate theappropriate signals and forward such signals to the transceiver 210. Theprocessor 208 may be configured to control the transmission ofcommunications using the first low frequency band and the reception ofcommunications using the second frequency band.

In the example, the processor 208 may control the transmission ofcommunications using the frequency band of the L-band and/or control thereception of communications using the frequency band of the S-band. Moreparticularly, the processor 208 may control the L-band transmitter 214,for transmission to the land-based station 112 via the antenna 114 usingthe L-band. In response, the land-based station 112 may forward theappropriate signals to module 200 via the antenna 114 using the S-band.Upon receiving the signals, the antenna 114 may forward the signals tothe S-band receiver 216 which, in turn, may forward the signals to theprocessor 208. The processor 208 may then process the signals and directthe application services module 206 to provide the desired applicationservice to the application device 202 via the application interface 204.

One illustrative example of an application service is mobile phoneservice. A passenger may use a mobile phone to request mobile phoneservice from the module 200 via the application interface 204. Theapplication interface 204 may include a transceiver and associatedcontrol logic to facilitate communications with the mobile phone. Thetransceiver and associated control logic may be enabled to handle CDMA,Bluetooth and/or other types of technologies that may be used by themobile phone. Signals from the mobile phone are forwarded to theapplication services module 206 and the processor 208. The processor 208then converts the signals and generates any other additional signals fordelivery to the land-based station 112 via the L-band transmitter 214and the antenna 114.

In response, the land-based station 112 generates the appropriatesignals and forwards such signals via the S-band to the antenna 114. Theantenna 114, in turn, forwards the signals to the processor 208 via theS-band receiver 216. The processor 208 performs the appropriate signalconversion and then directs the application services module 206 toprovide the requested application service to the mobile phone via theapplication interface 204. Provision of the application services by themodule 200 can be implemented via control logic, in the form of hardwareor software or a combination of both. Based on the disclosure andteachings provided herein, a person of ordinary skill in the art willappreciate how to implement and provide various aeronauticalcommunication services from an aircraft according to the presentdisclosure.

As described above, by reversing the frequency bands used in the firstsubsystem 102, the same frequency bands may be re-used or shared by thesecond subsystem 104. As a result, more efficient spectrum utilizationcan be achieved. For example, for spectrum below 3 GHz, re-use of suchspectrum via the system 100 may prove to be very efficient due to thescarce availability of spectrum below 3 GHz. It should be noted that thelow frequency band is not limited to below 3 GHz and may include thespectrum above 3 GHz by one or some more GHz.

The system 100 is designed in such a way that interference between thefirst and second subsystems 102 and 104 is minimized. Again, forpurposes of explanation, the interference will described with referenceto MSS systems. In one type of potential interference, the MSS satellite106 is the interferer and the aircraft 110 is the victim. Communicationsfrom the land-based station 112 to the aircraft 110 may be disrupted bythe MSS satellite 106 because the MSS satellite 106 uses the S-band asthe downlink to communicate with the MSS phone 108 and the land-basedstation 112 similarly uses the same S-band as the uplink to communicatewith the aircraft 110. As a result, signals initiated by the MSSsatellite 106 and intended for the MSS phone 108 may interfere withsignals originated from the land-based station 112 and intended for theaircraft 110.

To minimize this first type of potential interference, the antenna 114is situated on the aircraft 110 in such a way that signals from the MSSsatellite 106 are shielded from the antenna 114 and signals from theland-based station 112 are maximized. Since the MSS satellite 106 istypically located in orbit above the aircraft 110, the antenna 114 maybe positioned on the bottom of the aircraft fuselage. With the antenna114 in such position, the body of the aircraft can be used to shield offsignals from the MSS satellite 106 and, at the same time, the antenna114 can also receive optimal exposure to the land-based station 112.

In a second type of potential interference, the aircraft 110 is theinterferer and the MSS satellite 106 is the victim. Communications fromthe MSS phone 108 to the MSS satellite 106 may be disrupted by theaircraft 110 because the aircraft 110 uses the L-band as the downlink tocommunicate with the land-based station 112 and the MSS phone 108similarly uses the L-band as the uplink to communicate with the MSSsatellite 106. As a result, signals initiated by the aircraft 110 andintended for the land-based station 112 may interfere with signalsoriginated from the MSS phone 108 and intended for the MSS satellite106.

By positioning the antenna 114 as mentioned above, the aircraft 110 canalso minimize the second type of potential interference. With theantenna 114 positioned on the bottom of the aircraft fuselage, signalsfrom the antenna 114 can be directed toward the land-based station 112and away from the MSS satellite 106. As a result, interference with theMSS satellite 106 attributed to signals from the aircraft 110 isminimized.

In a third type of potential interference, the land-based station 112 isthe interferer and the MSS phone 108 is the victim. Communications fromthe MSS satellite 106 to the MSS phone 108 may be disrupted by theland-based station 112 because the land-based station 112 uses theS-band as the uplink to communicate with the aircraft 110 and the MSSsatellite 106 similarly uses the S-band as the downlink to communicatewith the MSS phone 108. As a result, signals initiated by the land-basedstation 112 and intended for the aircraft 110 may interfere with signalsoriginated from the MSS satellite 106 and intended for the MSS phone108.

To minimize the third type of potential interference, the land-basedstation 112 is designed such that its antenna 120 is aimed skywardtoward the aircraft 110 and away from the MSS phone 108. In addition,the antenna 120 is typically positioned on top of the land-based station112. Since the MSS phone 108 is generally located at ground level whichis below the antenna 120, interference with the MSS phone 108 attributedto signals from the land-based station 112 is minimized. Additionalmitigation techniques can also be used to further reduce interference onthe MSS phone 108. Such additional mitigation techniques include, forexample, providing sufficient guard band or frequency separation andproviding proper filtering of the land-based station signals. Based onthe disclosure and teachings provided herein, a person of ordinary skillin the art will know how to use various mitigation techniques to reduceinterference according to the present disclosure.

In a fourth type of potential interference, the MSS phone 108 is theinterferer and the land-based station 112 is the victim. Communicationsfrom the aircraft 110 to the land-based station 112 may be disrupted bythe MSS phone 108 because the aircraft 110 uses the L-band as thedownlink to communicate with the land-based station 112 and the MSSphone 108 similarly uses the L-band as the uplink to communicate withthe MSS satellite 106. As a result, signals initiated by the MSS phone108 and intended for the MSS satellite 106 may interfere with signalsoriginated from the aircraft 110 and intended for the land-based station112.

To reduce the fourth type of potential interference, the antenna 120 ofthe land-based station 112 is designed to have a narrow directionalbeam. For example, the antenna 120 can be designed such that it onlyreceives signals coming from a particular direction which, in this case,are signals coming skyward from the aircraft 110. To generate narrowbeams, a smart antenna may be used to track aircrafts. Designing narrowbeams minimizes interference to the MSS system. In addition, due to arelatively higher gain of the narrow beam antennas, the MSS system wouldhave a better link margin. Based on the disclosure and teachingsprovided herein, a person of ordinary skill in the art will know how todesign an antenna for use with a land-based station as described above.Furthermore, additional mitigation techniques can be used to furtherreduce interference impact on the land-based station 112 by the MSSphone 108. Such mitigation techniques include, for example, providingadequate guard band or channel separation and frequency coordination.

FIG. 4 shows an example method 400 for use in an aeronautical vehicle ina first aeronautical communication system to allow communication to andfrom a land-based station, wherein the land-based station transmitscommunications using a first low frequency band and receivescommunications using a second low frequency band in accordance with asecond aeronautical communication system. In the method 400,communication to the land-based station is transmitted 410 using thefirst low frequency band and communication is received 420 from theland-based station using the second low frequency band. Assuming thesecond aeronautical communication system is the MSS system, thecommunication to the land-based station is transmitted using a frequencyband of the L-band and communication is received from the land-basedstation using a frequency band of the S-band. The method 400 may furtherinclude positioning an antenna at the bottom of the aeronauticalvehicle, wherein the antenna allows transmission and reception ofcommunications. More particularly, the antenna may be positioned at thefuselage of the aeronautical vehicle.

FIG. 5 shows an example method 500 for use in a land-based station in afirst aeronautical communication system to allow communication to andfrom an aeronautical vehicle, wherein the aeronautical vehicle receivescommunications using a first low frequency band and transmitscommunications using a second low frequency band in accordance with asecond aeronautical communication system. In the method 500,communication from the aeronautical vehicle is received 510 using thefirst low frequency band and communication is transmitted 520 to theaeronautical vehicle using the second low frequency band. Assuming thesecond aeronautical communication system is the MSS system, thecommunications from the aeronautical vehicle is received using afrequency band of the L-band and communication is transmitted to theaeronautical vehicle using a frequency band of the S-band. The method500 may further include positioning an antenna at the bottom of theaeronautical vehicle, wherein the antenna allows transmission andreception of communications. The method 500 may further include one or acombination of aiming the antenna skyward to allow transmission andreception of communications, positioning the antenna on top of theland-based station to allow transmission and reception ofcommunications, designing the antenna to minimize interference to thesecond aeronautical communication system; and/or designing the antennato generate a narrow directional beam to allow transmission andreception of communications.

In addition to the MSS system, the system as described above accordingto the present disclosure can also be deployed in various other systemsand applications. For example, the system can be deployed for use in afixed satellite service system and a ground-to-air communicationssystem. Based on the disclosure and teachings provided herein, a personof ordinary skill in the art will appreciate how to deploy the system inother applications according to the present disclosure.

Furthermore, it should apparent to those skilled in the art that theelements of land-based station 112 and/or module 200 may be rearrangedwithout affecting the operation of the aeronautical communication. Also,although one antenna is shown, more than one antennas may be implementedin one or both the land-based station 112 and module 200 in order tocarry out the aeronautical communication.

Moreover, the various illustrative logical blocks, modules, circuits,elements, and/or components described in connection with the embodimentsdisclosed herein may be implemented or performed with a general purposeprocessor, a digital signal processor (DSP), an application specificintegrated circuit (ASIC), a field programmable gate array (FPGA) orother programmable logic component, discrete gate or transistor logic,discrete hardware components, or any combination thereof designed toperform the functions described herein. A general purpose processor maybe a microprocessor, but in the alternative, the processor may be anyconventional processor, controller, microcontroller, or state machine. Aprocessor may also be implemented as a combination of computingcomponents, e.g., a combination of a DSP and a microprocessor, a numberof microprocessors, one or more microprocessors in conjunction with aDSP core, or any other such configuration.

The methods or algorithms described in connection with the embodimentsdisclosed herein may be embodied directly in hardware, in a softwaremodule executable by a processor, or in a combination of both, in theform of control logic, programming instructions, or other directions. Asoftware module may reside in RAM memory, flash memory, ROM memory,EPROM memory, EEPROM memory, registers, hard disk, a removable disk, aCD-ROM, or any other form of storage medium known in the art. A storagemedium may be coupled to the processor such that the processor can readinformation from, and write information to, the storage medium. In thealternative, the storage medium may be integral to the processor.

The previous description of the disclosed embodiments is provided toenable any person skilled in the art to make or use the presentinvention. Various modifications to these embodiments will be readilyapparent to those skilled in the art, and the generic principles definedherein may be applied to other embodiments without departing from thespirit of scope of the invention. Thus, the present invention is notintended to be limited to the embodiments shown herein, but is to beaccorded the full scope consistent with the claims, wherein reference toan element in the singular is not intended to mean “one and only one”unless specifically so stated, but rather “one or more”. All structuraland functional equivalents to the elements of the various embodimentsdescribed throughout this disclosure that are known or later come to beknown to those of ordinary skill in the art are expressly incorporatedherein by reference and are intended to be encompassed by the claims.Moreover, nothing disclosed herein is intended to be dedicated to thepublic regardless of whether such disclosure is explicitly recited inthe claims. No claim element is to be construed under the provisions of35 U.S.C. § 112, sixth paragraph, unless the element is expresslyrecited using the phrase “means for” or, in the case of a method claim,the element is recited using the phrase “step for”.

1. Apparatus for an aeronautical vehicle in a first aeronauticalcommunication system to allow communication to and from a land-basedstation, wherein the land-based station transmits communications using afirst low frequency band and receives communications using a second lowfrequency band in accordance with a second aeronautical communicationsystem; the apparatus comprising: a transmitting unit configured totransmit communications using the first low frequency band; and areceiving unit configured to receive communications using the second lowfrequency band.
 2. The apparatus of claim 1, further comprising: anantenna coupled to the transmitting unit and the receiving unit andconfigured to allow transmission and reception of communications; andwherein the antenna is positioned at the bottom of the aeronauticalvehicle.
 3. The apparatus of claim 2, wherein the antenna is positionedat a fuselage of the aeronautical vehicle.
 4. Apparatus for anaeronautical vehicle to allow aeronautical communication to and from aland-based station, comprising: a transmitting unit configured totransmit communications using a frequency band of a L-band; and areceiving unit configured to receive communications using a frequencyband of a S-band.
 5. The apparatus of claim 4, further comprising: anantenna coupled to the transmitting unit and the receiving unit andconfigured to allow transmission and reception of communications; andwherein the antenna is positioned at the bottom of the aeronauticalvehicle.
 6. The apparatus of claim 5, wherein the antenna is positionedat a fuselage of the aeronautical vehicle.
 7. An aeronautical vehiclefor use in a first aeronautical communication system to allowcommunication to and from a land-based station, wherein the land-basedstation transmits communications using a first low frequency band andreceives communications using a second low frequency band in accordancewith a second aeronautical communication system; the aeronauticalvehicle comprising: a transmitting unit configured to transmitcommunications using the first low frequency band; and a receiving unitconfigured to receive communications using the second low frequencyband.
 8. The aeronautical vehicle of claim 7, further comprising: anantenna coupled to the transmitting unit and the receiving unit andconfigured to allow transmission and reception of communications; andwherein the antenna is positioned at the bottom of the aeronauticalvehicle.
 9. The aeronautical vehicle of claim 8, wherein the antenna ispositioned at a fuselage of the aeronautical vehicle.
 10. A method foruse in an aeronautical vehicle in a first aeronautical communicationsystem to allow communication to and from a land-based station, whereinthe land-based station transmits communications using a first lowfrequency band and receives communications using a second low frequencyband in accordance with a second aeronautical communication system; themethod comprising: transmitting communications using the first lowfrequency band; and receiving communications using the second lowfrequency band.
 11. The method of claim 10, further comprising:positioning an antenna at the bottom of the aeronautical vehicle,wherein the antenna allows transmission and reception of communications.12. A processor for an aeronautical vehicle in a first aeronauticalcommunication system to control communication to and from a land-basedstation, wherein the land-based station transmits communications using afirst low frequency band and receives communications using a second lowfrequency band in accordance with a second aeronautical communicationsystem; the processor configured to control: transmission ofcommunications using the first low frequency band; and reception ofcommunications using the second low frequency band.
 13. The processor ofclaim 12, wherein the processor is configured to control thetransmission of communications using a frequency band of a L-band 14.The processor of claim 12, wherein the processor is configured tocontrol the reception of communications using a frequency band of aS-band.
 15. A land-based station in a first aeronautical communicationsystem to allow communication to and from an aeronautical vehicle,wherein the aeronautical vehicle receives communications using a firstlow frequency band and transmits communications using a second lowfrequency band in accordance with a second aeronautical communicationsystem; the land-based station comprising: a receiving unit configuredto receive communications using a first low frequency band; and atransmitting unit configured to transmit communications using a secondlow frequency band.
 16. The land-based station of claim 15, furthercomprising: an antenna configured to transmit and receivecommunications, wherein the antenna is aimed skyward.
 17. The land-basedstation of claim 15, further comprising: an antenna configured totransmit and receive communications, wherein the antenna is positionedon top of the land-based station.
 18. The land-based station of claim15, further comprising: an antenna configured to transmit and receivecommunications; and  wherein the antenna is planned and designed tominimize interference to the second aeronautical communication system.19. The land-based station of claim 15, further comprising: an antennaconfigured to transmit and receive communications; and  wherein theantenna is designed to generate a narrow directional beam.
 20. Theland-based station of claim 19, wherein the antenna is a smart antennasystem configured to generate the narrow beam antennas for trackingaeronautical vehicles.
 21. A method for use in a land-based station in afirst aeronautical communication system to allow communication to andfrom an aeronautical vehicle, wherein the aeronautical vehicle receivescommunications using a first low frequency band and transmitscommunications using a second low frequency band in accordance with asecond aeronautical communication system; the method comprising:receiving communications using a first low frequency band; andtransmitting communications using a second low frequency band.
 22. Themethod of claim 21, further comprising: aiming an antenna skyward toallow transmission and reception of communications.
 23. The method ofclaim 21, further comprising: positioning an antenna on top of theland-based station to allow transmission and reception ofcommunications.
 24. The method of claim 21, further comprising:designing an antenna to minimize interference to the second aeronauticalcommunication system, wherein the antenna allows transmission andreception of communications.
 25. The method of claim 21, furthercomprising: designing an antenna generate a narrow directional beam toallow transmission and reception of communications.
 26. A processor fora land-based station in a first aeronautical communication system toallow communication to and from an aeronautical vehicle, wherein theaeronautical vehicle receives communications using a first low frequencyband and transmits communications using a second low frequency band inaccordance with a second aeronautical communication system; theprocessor configured to control: reception of communications using afirst low frequency band; and transmission of communications using asecond low frequency band.
 27. The processor of claim 26, wherein theprocessor is configured to control the reception of communications usinga frequency band of a L-band.
 28. The processor of claim 26, wherein theprocessor is configured to control the transmission of communicationsusing a frequency band of a S-band
 29. An aeronautical vehicle forallowing aeronautical communication to and from a land-based station;the aeronautical vehicle comprising: a transmitting unit configured totransmit communications using a frequency band of a L-band; and areceiving unit configured to receive communications using a frequencyband of a S-band.
 30. The aeronautical vehicle of claim 29, furthercomprising: an antenna coupled to the transmitting unit and thereceiving unit and configured to allow transmission and reception ofcommunications; and wherein the antenna is positioned at the bottom ofthe aeronautical vehicle.
 31. The aeronautical vehicle of claim 30,wherein the antenna is positioned at a fuselage of the aeronauticalvehicle.
 32. A method for use in an aeronautical vehicle to allowaeronautical communication to and from a land-based station, comprising:transmitting communications using a frequency band of a L-band; andreceiving communications using a frequency band of a S-band.
 33. Aland-based station for use in a first aeronautical communication systemto allow communication to and from an aeronautical vehicle, wherein theaeronautical vehicle receives and transmits communications in accordancewith a second aeronautical communication system; the land-based stationcomprising: a receiving unit configured to receive communications usinga frequency band of a L-band; and a transmitting unit configured totransmit communications using a frequency band of a S-band.
 34. Theland-based station of claim 33, further comprising: an antennaconfigured to transmit and receive communications, wherein the antennais aimed skyward.
 35. The land-based station of claim 33, furthercomprising: an antenna configured to transmit and receivecommunications, wherein the antenna is positioned on top of theland-based station.
 36. The land-based station of claim 33, furthercomprising: an antenna configured to transmit and receivecommunications; and wherein the antenna is planned and designed tominimize interference to the second aeronautical communication system.37. The land-based station of claim 33, further comprising: an antennaconfigured to transmit and receive communications; and wherein theantenna is designed to generate a narrow directional beam.
 38. Theland-based station of claim 37, wherein the antenna is a smart antennasystem configured to generate the narrow beam antennas for trackingaeronautical vehicles.
 39. A method for use in a land-based station toallow aeronautical communication to and from an aeronautical vehicle,the mood comprising: receiving unit communications using a frequencyband of a L-band; and transmitting communications using a frequency bandof a S-band.